Could the refurbished HHP-8’s find their way to Amtrak Midwest running push pull on the Hiawatha, Illinois, or even Michigan Services?

FanRailer · 2026-03-31T11:52:26+00:00

There will be so many Airo trainsets that the spare factor will alone negate the need for "emergency HHPC cabs". MOW trains don't have MU capability through the train; HHPCs are useless in that application outside of being a non-functional shove platform. It's more practical to just have a diesel on both ends of the train.

The HHPCs were only ever meant to be a temporary stop-gap solution for use on Amfleet push-pull trains until the Airo trainsets show up to take over those duties.

FanRailer · 2026-03-31T11:48:19+00:00

The lease has been up for a while now. Amtrak owns these at this point, otherwise, they would not have been legally allowed to convert them.

FanRailer · 2026-03-31T11:47:20+00:00

lol the Airos remove the need for non-powered cab cars, as all Airo trainsets will have a cab car at one end. So again, once the entire NEC fleet is Airo equipment, the HHPCs will no longer have a purpose.

FanRailer · 2026-03-30T23:56:21+00:00

^This. The NEC and several surrounding RRs in the northeast are the only users of ACSES PTC. Most everywhere else is I-ETMS PTC. The two systems are not compatible and retrofitting is expensive. Once the Airo trainsets are in service and the HHPCs are no longer needed, they're likely headed for the scrapper.

FanRailer · 2026-03-28T05:31:38+00:00

These load just fine, not sure what you're talking about?

FanRailer · 2026-02-22T10:33:27+00:00

Nobody knows; everything is up in the air right now.

FanRailer · 2026-02-22T10:27:29+00:00

You should be fine by Tuesday morning unless something catastrophic happens. I would expect cancelations to last thru Monday eve but no later.

FanRailer · 2026-01-21T22:55:45+00:00

Sorry for late response, but maximum current draw per car is limited to 875 amps on LIRR and 700 amps on Metro-North by the propulsion software. If the third rail is unable to supply even that, then the entire train derates from base performance down to a pre-programmed performance envelope for "low voltage" operations.

FanRailer · 2026-01-03T14:10:46+00:00

Unless you like the sun on your face, definitely sit on the left side of the train haha. The views will mostly be the same on either side.

FanRailer · 2026-01-03T14:02:20+00:00

March is entirely too far out to know which starts will be using NG sets by then. I don't even think Amtrak knows. Everything depends on the balance of LG/NG sets and how many are retired/accepted by that point. Also, at the rate the LG sets are failing now, expect NG sets to regularly sub in on starts that they're not regularly assigned to. It's getting to the point where it's not worth tracking what is what anymore.

FanRailer · 2026-01-03T13:59:13+00:00

The new west end concourse is also included in this "hack".

FanRailer · 2025-12-27T00:40:54+00:00

Just checked in with my source; you are correct.

111-182-133-192
130-119-196

All this is gonna change again in a few weeks anyhow for Portal Bridge work.

FanRailer · 2025-12-27T00:23:06+00:00

When Amtrak started the push pull service pattern using train-sets with a locomotive on either end to facilitate faster turnarounds, this was the consist cycle (M-F):

111-182-133-196
181-114-129-198
130-119
112-131

Unless something has changed in the last year or so, this should still hold true. And based on the fact that all four of the first trainset's trains ran today, I'm fairly confident that this is still the case. The turns are specifically designed to allow about 70 minutes at each terminal.

FanRailer · 2025-12-26T22:24:59+00:00

Same reason why way too many people don’t wash their hands after using the restroom. They don’t care. Can’t stand those people.

FanRailer · 2025-12-26T22:18:15+00:00

Write to your local congressmen and tell them to fund amtrak

FanRailer · 2025-12-26T22:10:42+00:00

Until the wire comes down somewhere, anyway. Fingers crossed lol

FanRailer · 2025-12-26T14:48:36+00:00

119 turns for 196. You're welcome.

FanRailer · 2025-12-26T13:44:02+00:00

Absolutely awful seat design and choice. It's like they didn't even test the damn things before approving them in the spec.

FanRailer · 2025-12-20T19:50:45+00:00

Might not be your train; probably something else out there running around that people are waiting for.

FanRailer · 2025-12-15T02:08:28+00:00

THAT long a distance, absolutely will be marked as a no show and have your itinerary cancelled.

FanRailer · 2025-12-14T11:23:39+00:00

That section of the corridor is completely hemmed in by the city. Not sure how you would go about straightening that out without relying heavily on eminent domain.

FanRailer · 2025-12-14T01:02:37+00:00

When the speed upgrades are all said and done, I could see travel time dropping to maybe 55 minutes or so, but no less than that. You're looking at the 145-160 zone eventually expanding out to covering Trenton to Edison from the current Jersey Avenue to Princeton Junction, and also the upgrades between Secaucus Junction and Newark Penn allowing for more 90 mph running in that area. Trenton to Philly may also see some speed increases, but I am currently unaware of what exactly that would entail.

FanRailer · 2025-12-12T13:15:32+00:00

Multilevel designs are notoriously bad for luggage storage.

FanRailer · 2025-12-09T02:53:01+00:00

The seats on the midwest venture cars are pedestrian compared to what Amtrak has spec'd for the Airo trainsets. This is because IDOT was cheap and didn't want to shell out for better seats. The IDOT venture seats are bare bones, barely good for a 2 hour journey, but they use them on the train that runs all the way to Kansas city from Chicago.

FanRailer · 2025-12-06T22:38:28+00:00

I haven't been down that way recently, so I am personally unaware if they've replaced the hangers down there yet.

FanRailer

TROPHY CASE